Car-end construction



July 13, 1926. 1,591,990

w. RMURIPHY GAN END CONSTRUCTION Filed June 4. 1920 s sheets-sheet 1 July 13 1926.

W. P. MURPHY CAR END CONSTRUCTION Filed June 4, '1920 5 Sheets-Sheet 2 July 13 1926. 1,591,990

w. P. MURPHY k- CAR END coNsTmJcTIoNA Filed June 4, 1920 3 Sheets-Sheet 3 Patented July 13, i926.

UNIT-E ATET OFFICE.

WALTER P. MURPHY, OF NEW YORK, N. Y.

' CAR-END CONSTRUCTION.

Application inea June 4, 1920. serial No. 386,477.

formed of one or of more than one section,l

which is reinforced to withstand more adequately than heretofore not `only the stresses and strains set up by the thrust against the same of a shifting cargo,but also especially the'stresses and strains set up by the swaying and Yweaving of the car in transit, or

other distortions resulting from the stopping or starting of the train or the shocks in switching.. It is particularly difficult to reinforce a box car against swaying and weaving, and the stresses set up thereby. Such 'swaying and weavingfis causedfnot 'only by-the contents of the car, but also in large measure by the car itself, due to the weight of the superstructure and particularly to its height.v Weaving stresses are usually bending stresses caused by the bending of the walls and roof of the car about the floor structure. Y

My invention consists in forming the sheet or sheets composing-the end wall with vertical and diagonal corrugations, so disposed as to very effectively resist the rupture,'bendV lng, or distortion of the end'wall by any stresses to which this portion of the car is subjected when in service.

The invention consists further in the novel and improved arrangements andv constructions for accomplishing the above stated objects, and such other incidental objects as willv appear from thefollowing description of my invention as illustrated Vin the accomkpanyingA drawings. v

The invention is illustrated in certain preferred embodiments in the accompanying drawings, wherein: v Y Y f F 1 isa view in'elevation'of theend wall of a car, showing Vthe preferred form of construction; i

Fig. 2 is a sectional view taken along the i Vline 2-2 of Fig. 1 the same being shown on a larger scale;

Fig.`3 is a similar -sectional view taken along the line fie-3 of Fig. 1; Fig. 4 is a vertical section taken along the line44 of Fig. 1;

Fig. 5 is an elevation of another modification;

Fig. 6 is an elevation of still another modification; and

Fig. 7 is a side elevation partly in section along the line 7 7 of Fig. 6.

Like characters of reference designate like parts in the several figures of the drawings.

ln the construction of my improved car end as shownv in Fig. 1, 10 designates a plate i) of'sheet metal formed in two sections 11 and 12, overlapping and suitably riveted together along the central line 13 of the car and of such size and contour as to form the entire end wall of the car body. The sections 11 and l2 are preferably formed with vertical marginal flanges 14 by means of which the end sheet may be secured to the side framing of the car. As shown in Fig. l the upper edge of the end sheet is preferably formed with an'inwardly extending flange 15 for securing the upper edge of the sheet to the superstructure ofthe car. The lower edge. of the sheet is preferably secured to the underframe by meansof two angle irons 16 and 17 between which the sheet is riveted or otherwise suitably fastened.

I have shown at 18 a conventional form of roof structure. Y The particular design'y of roof structure used with my invention is obviously immaterial. In Fig. 4, I have shown the flange 15 bent downwardly to form an attaching flange 19 adapted to be secured to the side of the car. A diagonal brace 20 is shown running from the upper end of the car downwardly to assist in bracing the car superstructure. The car may be provided with a wooden lining 21 extending either partially or entirely. up the sideV of the car. At 22, I'have shown a wooden lining for the end sheet. This construction These corrugations are placed adjacent the riveted edges of the sheet and form in eect an end post for taking up the usual stresses imposed on an yendV post, such as cargo thrusts. In order to further stiflen the sheet both against distortion from cargo thrusts and distortion because of weaving and swaying stresses I form a series of diagonal and substantially parallel corrugations in the sections ll and l2 which extend substantially from one edge of the sheet to an adjacent edge. These corrugations designated as preferably'decrease in size from the center corrugation to the outer corrugation. The central corrugatioi'i 26 which extends from an upper corner of the end sheet toward the bottom of the end post is subjected to greater stresses than the other diagonal corrugations and is accordingly made stronger.

The weaving and swaying of a freight car while in transit sets up stresses which tend to bend the end sheet about a diagonal axis, that is about an axis which extends from one upper corner downwardly to the region of the opposite lower corner. Such stresses are caused by the fact that it is difficult and almost impossible to prevent a relative lon- `e/itudinal movement of the sides of the car body. Accordingly the upper corners of the end sheets tend to move relatively both to each other and to the underframe of the car. This movement tends to bend the sheet about the diagonal ares referred to; In order to resist this distortion of the sheet, I extend the corrugations 25 diagonally across the sheet so as to effectively resist any bending thereof by weaving or swaying stresses. The corrugations are arranged substantially parallel to one another so as to transmit the stresses imposed by the superstructure and contents of the car on the end sheet practically uniformly along the end of the underframe. This avoids a concentration of the stress at the lower central portion of the sheet. This portion of the sheet as is well known is usually required to sustain the greaterportion of the stress caused by cargo thrusts. By means of the uniform distribution of the corrugations over the entire surface of the end sheet the same is reinforced throughout, not only against distortions from swaying and weaving stresses, but against distortions from cargo thrusts and the inertia of the car In Fig. 5, I have shown a Inodication of the end sheet shown in Fig. l. This construction may be used in cases where a stronger end post is necessary. In this construction the sections and 36 of the end sheets 37 are corrugated so as to form three vertical central corrugations extending 'sub` stantially the entire height of the sheet. In the construction herein shown two of the corrugations 3S and 40 are formed in the section and the corrugation 39 is formed in the section 36. The two sections are overlapped and riveted along the lines 4l and 12 on opposite sides of the corrugation 38. The

end sheet is formed with diagonal corrugations as shown in Fig. l and for the purpose already set forth in the description of Fig. l. Accordingly this construction need not be further described.

In Figs. 6 and I show an end sheet lil preferably formed of two sections del and and riveted along their meeting vertical edges on the line 46. As in Fig. l the end sheet is formed with two vertical corrugations 4T and 48 to form an end post. The sections are formed with diagonal corrugations 49, 50, 5l and 52 as shown. These corrugations extend from the extremities of the corrugations 47 and 4:8 forming the end post and converge toward the outer margin of the sheet. These corrugations together with the central corrugations form in effect trusses which very effectively resist distortions of the sheet by weaving and swaying stresses.

The car structure is further rigidified by means of the diagonal brace 53 secured to the marginal flange 54 of the end sheet at the point 55 near the meeting point of the respective pairs of the diagonal corrugations. The brace 53 extends downwardly and is secured at 56 to the underframe of the car.

The end sheets shown in Figs. 5 to 'T inclusive are preferably formed with marginal flanges as shown in Figs. 2, 3, and 4. These end sheets may be formed of a single piece of material but owing to the difficulty ofv handling a single sheet and also of the waste resulting from distortion of the same when pressing the corrugations therein, it is preferable to form the end sheet from two sections as shown herein.

An end sheet provided as herein shown with reinforcing corrugations running both vertically and diagonally, is not only stiff and strong in itself so as to be capable of withstanding cargo thrusts, butvit also effectively resists distortion by weaving and swaying stresses and serves to reinforce and strengthen the framing of the car against weaving strains.

The specific constructions shown in Figs. 7 and 8 are not claimed specifically herein, this modification being described and claimed specifically in my copending divisional application Serial No. 609,010, tiled December 26, 1922.

I claim:

l. A. sheet metal end structure for railway cars having a central vertical end post formed therein and a series'of parallel diagonal corrugations extending from the upper and outer edges of said end structure toward the axis of the end post, said corrugations increasing in sizetoward the center of the series.

2. A sheet metal end structure for railway cars having a central-end post formed therein and a series of parallel corrugations formed therein and decreasing in size from tbe Center of said series and extending fom the outer edges of said end structure downwardly and toward the aXis of said end post.

8. The combination with the underfraine and sidewalls of a railway cai` of a metal endV sheet secured to said underframe and `sidewalls and corrugated to form a central end post, said sheet being also formed with substantially parallel corrugations termi- 10 n nating within the edges of the sheet and extending diagonally downward from the edges of said sheet toward the end post so as to resist the distortion of said sheet by weaving stresses.

WALTER P. MURPHY. 

